Work vehicle dig preparation control system and method

ABSTRACT

A control system is provided for a work vehicle having a powertrain and at least one implement configured to engage with a material during a dig operation. The control system includes a power source; a transmission configured for selective engagement to transfer the power from the engine and the motor to drive an output shaft of the powertrain of the work vehicle; and a controller. The controller has a processor and memory architecture configured to: receive at least one operational parameter of the work vehicle; evaluate the at least one operational parameter to determine if the at least one operational parameter satisfies a dig preparation condition; and generate, upon satisfying the dig preparation condition, at least one dig preparation command for at least one of the transmission and the engine to prepare the powertrain for the dig operation prior to the at least one implement engaging the material.

CROSS-REFERENCE TO RELATED APPLICATION(S)

Not applicable.

STATEMENT OF FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not applicable.

FIELD OF THE DISCLOSURE

This disclosure generally relates a control system for a work vehicle,and more specifically to a power control system for a work vehicleconfigured to engage in a digging operation.

BACKGROUND OF THE DISCLOSURE

In the agriculture, construction and forestry industries, various workmachines, such as loaders (e.g., a wheel loader), may be utilized intasks associated with engaging, lifting, moving, and/or dumping variousmaterials (e.g., dirt, sand, aggregate and so on). In certain examples,a loader may include implements such as a bucket pivotally coupled byone or more loader booms to the vehicle chassis and manipulated byhydraulic cylinders. The digging and/or lifting increases the load onthe power system, potentially resulting in issues for the vehicle oroperator.

SUMMARY OF THE DISCLOSURE

The disclosure provides a control system for a work vehicle.

In one aspect, a control system is provided for a work vehicle having apowertrain and at least one implement configured to engage with amaterial during a dig operation. The control system includes a powersource including at least one of an engine and a motor configured togenerate power; a transmission including at least one directional clutchand a plurality of control assembly clutches coupled together andconfigured for selective engagement to transfer the power from theengine and the motor to drive an output shaft of the powertrain of thework vehicle according to a plurality of modes; and a controller coupledto the power source and the transmission. The controller has a processorand memory architecture configured to: receive at least one operationalparameter of the work vehicle; evaluate the at least one operationalparameter to determine if the at least one operational parametersatisfies a dig preparation condition; and generate, upon satisfying thedig preparation condition, at least one dig preparation command for atleast one of the transmission and the engine to prepare the powertrainfor the dig operation prior to the at least one implement engaging thematerial.

In a further aspect, a work vehicle is configured to engage with amaterial during a dig operation. The work vehicle includes a chassis; apowertrain supported by the chassis and including: a power sourceincluding at least one of an engine and a motor configured to generatepower; and a transmission including at least one directional clutch anda plurality of control assembly clutches coupled together and configuredfor selective engagement to transfer the power from the engine and themotor to drive an output shaft of the powertrain of the work vehicleaccording to a plurality of modes; at least one implement supported bythe chassis and configured to receive the power from the power source toengage with the material during the dig operation; and a controllercoupled to the power source and the transmission. The controller has aprocessor and memory architecture configured to: receive at least oneoperational parameter of the work vehicle; evaluate the at least oneoperational parameter to determine if the at least one operationalparameter satisfies a dig preparation condition; and generate, uponsatisfying the dig preparation condition, at least one dig preparationcommand for at least one of the transmission and the engine to preparethe powertrain for the dig operation prior to the at least one implementengaging the material.

The details of one or more embodiments are set forth in the accompanyingdrawings and the description below. Other features and advantages willbecome apparent from the description, the drawings, and the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view of an example work vehicle in the form of a loaderthat uses a dig preparation control system in accordance with an exampleembodiment of this disclosure;

FIG. 2 is a powertrain for implementing the dig preparation controlsystem of the example loader of FIG. 1 in accordance with an exampleembodiment; and

FIG. 3 is a dataflow diagram of a controller of the dig preparationcontrol system in accordance with an example embodiment.

Like reference symbols in the various drawings indicate like elements.

DETAILED DESCRIPTION

The following describes one or more example embodiments of the disclosedcontrol system, powertrain, work vehicle, and/or method, as shown in theaccompanying figures of the drawings described briefly above. Variousmodifications to the example embodiments may be contemplated by one ofskill in the art.

In the agriculture, construction and forestry industries, various workmachines, such as loaders (e.g., a wheel loader), may be utilized intasks associated with engaging, lifting, moving, and/or dumping variousmaterials (e.g., dirt, sand, aggregate and so on). In certain examples,a loader may include implements such as a bucket pivotally coupled byone or more loader booms to the vehicle chassis and manipulated byhydraulic cylinders. Generally, a loader may engage in a digging task ordig operation by appropriately positioning the boom and bucket;inserting the bucket into the pile of material; and collecting,removing, and transporting the material out of and away from the pile. Anumber of loader systems and components may be involved in the diggingtask, including the implements, hydraulic system, power sources (e.g.,engine and motors), and transmission.

Typically, the loader includes a power control system implemented with apowertrain having an engine and one or more additional power sources,such as one or more motors, that individually and collectively providepower via a transmission to drive the vehicle and perform workfunctions, including manipulating the boom and bucket of the loader. Insome examples, the power control system may implement one or more modeswithin the transmission in which power from one or both the engine andmotor selectively provide the output torque. Such a transmission may beconsidered a hybrid transmission, an infinitely variable transmission(IVT), or an electrical infinitely variable transmission (eIVT); andsuch a powertrain may be considered a hybrid, IVT, or eIVT powertrain.

As introduced above, the loader may approach a pile of materialpreparing to engage in the dig operation, and in some situations, theloader may approach and enter the pile to load the bucket at arelatively high speed. In an eIVT-type loader, the relatively high speedand associated rapid deceleration at the material pile may result inpotentially challenging situations for the loader. For example, therapid deceleration may result in inertial loading within thetransmission, which in turn may result in heavy loading of the engine.Unless addressed, heavy loading on the engine may result in “lugging”within the powertrain, thereby causing a degradation of machineperformance and feel.

However, according to the present disclosure, the power controloperation is configured to identify a situation in which the operator orloader is intending to engage in a dig operation and suitably preparefor the anticipated demands. As discussed in greater detail below, thepower control operation may implement a dig preparation function tomonitor dig condition parameters, and upon identification, generate oneor more commands for the powertrain, including commands the engine andtransmission to accommodate the anticipated increase in load.

In one example, the power control system considers directional data,external load data, ground speed data, and implement data with respectto evaluation of the dig preparation conditions. Upon meeting associatedthresholds, such data may be indicative that dig preparations arewarranted. When the power control system identifies a dig preparationcondition, commands for the engine and transmission may be generated.Such commands may include engine emission commands, engine air and fuelcommands, engine speed commands, clutch prime commands, and clutchmodulation commands. The result of these commands is a powertrain thatis better prepared for the demands of the digging task. In particular,the power control system may intelligently command a higher or enhancedengine and transmission performance. This operates to ensure that themachine performs as expected during digging without impacting vehicleperformance to avoid slowing of overall work efficiency.

Referring now to FIG. 1, a work vehicle in the form of a loader 100 mayinclude or otherwise implement a power control system 102 that executesa dig preparation function to ensure consistent and/or sufficient powerduring a dig operation. The view of FIG. 1 generally reflects the loader100 preparing to engage a pile of material (e.g., dirt, sand, aggregateand so on). In one example, the power control system 102 may beconsidered to include or otherwise interact with a controller 104, apowertrain 106, one or more implement arrangements 108, and one or moresensors 110 supported on the chassis 112 of the loader 100. In FIG. 1,the loader 100 is provided as an example work vehicle or machine. Itwill be understood, however, that other configurations may be possible,including configurations with loader 100 as other machines for liftingand moving various materials in the agricultural, construction, and/orforestry industries.

Generally, the powertrain 106 includes one or more sources of power,such as an engine 114 (e.g., a diesel engine) and/or one or morecontinuously variable power sources (CVPs) 116 a, 116 b (e.g., one ormore electrical and/or hydraulic motors). The powertrain 106 furtherincludes a transmission 118 that transfers power from the power sources114, 116 a, 116 b to a suitable driveline coupled to one or more drivenwheels 120 to enable propulsion of the loader 100. The transmission 118may also supply power to drive the implement arrangement 108. Thetransmission 118 may include various gears, shafts, clutches, and otherpower transfer elements that may be operated in a variety of rangesrepresenting selected output speeds and/or torques.

As introduced above, the loader 100 further includes the implementarrangement 108 that performs one or more work tasks, including diggingtasks. In one example, the implement arrangement 108 includes a boom 122a and a bucket 124 a. As shown, the boom 122 a has a first end coupledto the chassis 112 and a distal end on which the bucket 124 a ismounted. Various linkages, cross-rods, mounts, pins, and the like may beprovided. The bucket 124 a is generally configured to receive a load ofmaterial. The implement arrangement 108 further includes one or moreactuators 126 a, 126 b that are configured to reposition the boom 122 aand/or bucket 124 a. In one example, the actuators 126 a, 126 b arehydraulic cylinders in which a first actuator (or set of actuators) 126a extends between the chassis 112 and the boom 122 a to reposition theboom 122 a and a second actuator (or set of actuators) 126 b extendsbetween the boom 122 a and the bucket 124 a to reposition the bucket 124a relative to the boom 122 a. The implement arrangement 108 may furtherbe considered to include or otherwise interact with a hydraulic system128 that drives the actuators 126 a, 126 b based on commands from thecontroller 104. The hydraulic system 128 may include one or more pumpsand accumulators (as well as various control valves and conduits) thatmay be driven by the power sources 114, 116 a, 116 b (directly or viathe transmission 118) of the loader 100 to extend and retract theactuators 126 a, 126 b. As noted, in some embodiments, a differentnumber or configuration of the implement arrangement 108 and hydraulicsystem 128 may be used. As such, the implement arrangement 108 isconfigured to vertically and/or horizontally position the bucket 124 aand boom 122 a via the actuators 126 a and hydraulic system 128 based oncommands from the controller 104, e.g., in response to operator inputsor autonomously.

The boom 122 a and particularly the bucket 124 a are movable betweenvarious positions for different aspects of the overall task, e.g., forengaging, digging, leveling, rolling-back, and dumping. In one example,each of the boom 122 a and bucket 124 a may have angular positionsconsidered relative to a respective horizontal axis (e.g., axis 122 bfor the boom 122 a and axis 124 b for the bucket 124 a). If the axis 122b, 124 b is considered a reference position of 50%, the boom 122 a andbucket 124 a may each be pivoted through higher and lower positions toreflect the positions relative to horizontal, e.g., from 0% at a lowestpossible position to 100% at a highest possible position.

Generally, the controller 104 implements operation of the power controlsystem 102, powertrain 106, and other aspects of the loader 100,including any of the functions described herein. The controller 104 maybe configured as computing devices with associated processor devices andmemory architectures, as hydraulic, electrical or electro-hydrauliccontrollers, or otherwise. As such, the controller 104 may be configuredto execute various computational and control functionality with respectto the loader 100. The controller 104 may be in electronic, hydraulic,or other communication with various other systems or devices of theloader 100, including via a CAN bus (not shown). For example, thecontroller 104 may be in electronic or hydraulic communication withvarious actuators, sensors, and other devices and systems within (oroutside of) the loader 100, some of which are discussed in greaterdetail below. An example location for the controller 104 is depicted inFIG. 1. It will be understood, however, that other locations arepossible including other locations on the loader 100, or various remotelocations.

In some embodiments, the controller 104 may be configured to receiveinput commands and to interface with an operator via a human-machineinterface or operator interface (not shown), including typical steering,acceleration, velocity, transmission, and wheel braking controls, aswell as other suitable controls. The human-machine interface may beconfigured in a variety of ways and may include one or more joysticks,various switches or levers, one or more buttons, a touchscreen interfacethat may be overlaid on a display, a keyboard, a speaker, a microphoneassociated with a speech recognition system, or various otherhuman-machine interface devices. The controller 104 may also receiveinputs from one or more sensors 110 associated with the various systemand components of the loader 100, as discussed in greater detail below.As also discussed below, the controller 104 may implement the powercontrol system 102 based on these inputs to generate suitable commandsfor the powertrain 106, particularly in response to dig conditions togenerate dig preparation commands.

As noted above, the loader 100 may include one or more sensors(generally represented by sensor 110) in communication to providevarious types of feedback and data with the controller 104 in order toimplement the functions described herein. In certain applications,sensors 110 may be provided to observe various conditions associatedwith the loader 100. In one example, the sensors 110 may provideinformation associated with the power control system 102 to identify theconditions for a dig preparation function and generate the commands forthe dig preparation function.

In one example, the sensors 110 include one or more load sensorsconfigured to collect information associated with the vehicle loads,particularly draft loads. Draft load may correspond to the longitudinalforces that may develop through the powertrain 106, for example, due togravitational forces in the presence of a grade. As examples, the loadsensors may include any suitable type of sensors to determine theexternal loads, including strain gauge, hydraulic, pneumatic, andcapacitive load cells and/or piezoelectric transducers. In somesituations, a relatively high draft load may indicate that the loader100 is moving up a relatively high incline, which is indicative that theloader 100 is not preparing to dig.

The sensors 110 may further include kinematic sensors that collectinformation associated with the position and/or movement of the loader100. In particular, the sensors 110 may include one or more directionalsensors (e.g., that indicate the current direction of the loader 100)and/or one or more ground speed sensors.

Additionally, the sensors 110 may include one or more sensors associatedwith the implement arrangement 108, particularly one or more boomposition sensors and one or more bucket position sensors. As notedabove, the boom 122 a and/or bucket 124 a may be considered to havecoordinate systems, each with a respective axis 122 b, 124 b to providea reference from which to measure the current angle or position of theboom 122 a and bucket 124 a relative to a horizontal (or 50%) position.As such, the position sensors (or other mechanisms for determining suchinformation) may be configured to detect the position of the boom 122 aand bucket 124 a.

Additional sensors (or otherwise, sources or data) may provide orinclude sources of powertrain data, including data sufficient todetermine the current or anticipated mode of the transmission 118,information associated with the positions of one or more transmissionclutch elements, torque and/or speed information associated with theCVPs 116 a, 116 b, engine 114, and/or elements of the transmission 118.

As described in greater detail below, the power control system 102operates to evaluate operational parameter to identify dig preparationconditions and in response generate commands that prepare the powertrain106 of the loader 100 for the increased load of the digging task. Thedig preparation function is particularly useful in a hybrid powertrainsystem (e.g., with CVP and engine power sources). An exampletransmission that conditions power from such sources is discussed ingreater detail with reference to FIG. 2 prior to addition details aboutthe power control system 102 implementing the dig preparation functionwith reference to FIG. 3

Referring now to FIG. 2, an example powertrain 106 is depicted asimplementing aspects of the power control system 102. As shown anddiscussed in greater detail below, the power control system 102 may beconsidered to include powertrain 106 and the controller 104, which is incommunication with the various components of the powertrain 106 andadditionally receives information from various loader systems and/orsensors 110 (FIG. 1).

As noted above, the powertrain 106 may include one or more power sources114, 116 a, 116 b. In particular, the powertrain 106 may include theengine 114, which may be an internal combustion engine of various knownconfigurations; and further the powertrain 106 may also include thefirst CVP 116 a (e.g., an electrical or hydraulic motor) and the secondCVP 116 b (e.g., an electrical or hydraulic motor), which may beconnected together by a conduit 116 c (e.g., an electrical or hydraulicconduit). The powertrain 106 includes the transmission 118 thattransfers power from the engine 114, first CVP 116 a, and/or second CVP116 b to an output shaft 230. As described below, the transmission 118includes a number of gearing, clutch, and control assemblies to suitablydrive the output shaft 230 at different speeds in multiple directions.Generally, in one example, the transmission 118 of powertrain 106 forimplementing the power control system 102 may be any type of infinitelyvariable transmission arrangement.

The engine 114 may provide rotational power via an engine outputelement, such as a flywheel, to an engine shaft 130 according tocommands from the controller 104 based on the desired operation. Theengine shaft 130 may be configured to provide rotational power to a gear132. The gear 132 may be enmeshed with a gear 134, which may besupported on (e.g., fixed to) a shaft 136. The shaft 136 may besubstantially parallel to and spaced apart from the engine shaft 130.The shaft 136 may support various components of the powertrain 106 aswill be discussed in detail.

The gear 132 may also be enmeshed with a gear 138, which is supported on(e.g., fixed to) a shaft 140. The shaft 140 may be substantiallyparallel to and spaced apart from the engine shaft 130, and the shaft140 may be connected to the first CVP 116 a. Accordingly, mechanicalpower from the engine (i.e., engine power) may transfer via the engineshaft 130, to the enmeshed gears 132, 138, to the shaft 140, and to thefirst CVP 116 a. The first CVP 116 a may convert this power to analternate form (e.g., electrical or hydraulic power) for transmissionover the conduit 116 c to the second CVP 116 b. This converted andtransmitted power may then be re-converted by the second CVP 116 b formechanical output along a shaft 142. Various known control devices (notshown) may be provided to regulate such conversion, transmission,re-conversion, and so on. Also, in some embodiments, the shaft 142 maysupport a gear 144 (or other similar component). The gear 144 may beenmeshed with and may transfer power to a gear 146. The gear 144 mayalso be enmeshed with and may transfer power to a gear 148. Accordingly,power from the second CVP 116 b (i.e., CVP power) may be divided betweenthe gear 146 and the gear 148 for transmission to other components aswill be discussed in more detail below.

The powertrain 106 may further include a variator 150 that representsone example of an arrangement that enables an infinitely variable powertransmission between the engine 114 and CVPs 116 a, 116 b and the outputshaft 230. As discussed below, this arrangement further enables thepower control system 102 in which mechanical energy from the engine 114may be used to boost the CVP power in a series mode. Other arrangementsof the variator 150, engine 114, and CVPs 116 a, 116 b may be provided.

In some embodiments, the variator 150 may include at least two planetarygearsets. In some embodiments, the planetary gearset may beinterconnected and supported on a common shaft, such as the shaft 136,and the planetary gearsets 152, 160 may be substantially concentric. Inother embodiments, the different planetary gearsets 152,160 may besupported on separate, respective shafts that are nonconcentric. Thearrangement of the planetary gearsets may be configured according to theavailable space within the loader 100 for packaging the powertrain 106.

As shown in the embodiment of FIG. 2, the variator 150 may include afirst planetary gearset (i.e., a “low” planetary gearset) 152 with afirst sun gear 154, first planet gears and associated carrier 156, and afirst ring gear 158. Moreover, the variator 150 may include a secondplanetary gearset (i.e., a “high” planetary gearset) 160 with a secondsun gear 162, second planet gears and associated carrier 164, and asecond ring gear 166. The second planet gears and carrier 164 may bedirectly attached to the first ring gear 158. Also, the second planetgears and carrier 164 may be directly attached to a shaft 168 having agear 170 fixed thereon. Moreover, the second ring gear 166 may bedirectly attached to a gear 172. As shown, the shaft 168, the gear 170,and the gear 172 may each receive and may be substantially concentric tothe shaft 136. Although not specifically shown, it will be appreciatedthat the powertrain 106 may include various bearings for supportingthese components concentrically. Specifically, the shaft 168 may berotationally attached via a bearing to the shaft 136, and the gear 172may be rotationally attached via another bearing on the shaft 168.

On the opposite side of the variator 150 (from left to right in FIG. 2),the gear 148 may be mounted (e.g., fixed) on a shaft 174, which alsosupports the first and second sun gears 154, 162. In some embodiments,the shaft 174 may be hollow and may receive the shaft 136. A bearing(not shown) may rotationally support the shaft 174 on the shaft 136substantially concentrically.

Furthermore, the first planet gears and associated carrier 156 may beattached to a gear 176. The gear 176 may be enmeshed with a gear 178,which is fixed to a shaft 180. The shaft 180 may be substantiallyparallel to and spaced apart from the shaft 136.

As noted above, the powertrain 106 may be configured for deliveringpower (from the engine 114, the first CVP 116 a, and/or the second CVP116 b) to the output shaft 230 or other output component via thetransmission 118. The output shaft 230 may be configured to transmitthis received power to wheels of the loader 100, to a power take-off(PTO) shaft, to a range box, to an implement, or other component of theloader 100.

The powertrain 106 may have a plurality of selectable modes, such asdirect drive modes, split path modes, and series modes. In a directdrive mode, power from the engine 114 may be transmitted to the outputshaft 230, and power from the second CVP 116 b may be prevented fromtransferring to the output shaft 230. In a split path mode, power fromthe engine 114 and the second CVP 116 b may be summed by the variator150, and the summed or combined power may be delivered to the outputshaft 230. Moreover, in a series mode, power from the second CVP 116 bmay be transmitted to the output shaft 230 and power from the engine 114may be generally prevented from transferring to the output shaft 230.The powertrain 106 may also have different speed modes in one more ofthe direct drive, split path, and series modes, and these differentspeed modes may provide different angular speed ranges for the outputshaft 230. The powertrain 106 may switch between the plurality of modesto maintain suitable operating efficiency. Furthermore, the powertrain106 may have one or more forward modes for moving the loader 100 in aforward direction and one or more reverse modes for moving the loader100 in a reverse direction.

The powertrain 106 may implement one or more aspects of the digpreparation function, as well as different modes and speeds, forexample, using a control assembly 182. The control assembly 182 mayinclude one or more selectable transmission components. The selectabletransmission components may have first positions or states (engagedpositions or states), in which the respective device transmitseffectively all power from an input component to an output component.The selectable transmission components may also have a second positionor states (disengaged positions or states), in which the device preventspower transmission from the input to the output component. Theselectable transmission components may have third positions or states(partially engaged or modulated positions or states), in which therespective device transmits only a portion of the power from an inputcomponent to an output component. Unless otherwise noted, the term“engaged” refers to the first position or state in which effectively allof the power is transferred, whereas “partially engaged” or “modulated”specifically refers to only the partial transfer of power. Theselectable transmission components of the control assembly 182 mayinclude one or more wet clutches, dry clutches, dog collar clutches,brakes, synchronizers, or other similar devices. The control assembly182 may also include an actuator for actuating the selectabletransmission components between the first, second, and third positions.

As shown in FIG. 2, the control assembly 182 may include a first clutch184, a second clutch 186, a third clutch 188, a fourth clutch 190, and afifth clutch 192. Also, the control assembly 182 may include a forwarddirectional clutch 194 and a reverse directional clutch 196. As notedabove, one or more of the sensors 110 (FIG. 1) may be associated withthe directional clutches 194, 196 to provide feedback and/or statusinformation to the controller 104 for implementing the dig preparationfunction.

In one example, the first clutch 184 may be mounted and supported on ashaft 198. Also, the first clutch 184, in an engaged position, mayengage the gear 146 with the shaft 198 for rotation as a unit. The firstclutch 184, in a disengaged position, may allow the gear 146 to rotaterelative to the shaft 198. Also, a gear 200 may be fixed to the shaft198, and the gear 200 may be enmeshed with the gear 170 that is fixed tothe shaft 168. The reverse directional clutch 196 may be supported onthe shaft 198 (i.e., commonly supported on the shaft 198 with the firstclutch 184). The reverse directional clutch 196 may engage and,alternatively, disengage the gear 200 and a gear 202. The gear 202 maybe enmeshed with an idler gear 204, and the idler gear 204 may beenmeshed with a gear 206. The forward directional clutch 194 may besupported on gear 206, which is in turn supported on the shaft 136, toselectively engage shaft 168. Thus, the forward directional clutch 194may be concentric with both the shaft 168 and the shaft 136. The secondclutch 186 may be supported on the shaft 180. The second clutch 186 mayengage and, alternatively, disengage the shaft 180 and a gear 208. Thegear 208 may be enmeshed with a gear 210. The gear 210 may be fixed toand mounted on a countershaft 212. The countershaft 212 may also supporta gear 214. The gear 214 may be enmeshed with a gear 216, which is fixedto the output shaft 230.

The third clutch 188 may be supported on a shaft 218. The shaft 218 maybe substantially parallel and spaced at a distance from the shaft 180.Also, a gear 220 may be fixed to and supported by the shaft 218. Thegear 220 may be enmeshed with the gear 172 as shown. The third clutch188 may engage and, alternatively, disengage the gear 220 and a gear222. The gear 222 may be enmeshed with the gear 210. The fourth clutch190 may be supported on the shaft 180 (in common with the second clutch186). The fourth clutch 190 may engage and, alternatively, disengage theshaft 180 and a gear 224. The gear 224 may be enmeshed with a gear 226,which is mounted on and fixed to the countershaft 212. Additionally, thefifth clutch 192 may be supported on the shaft 218 (in common with andconcentric with the third clutch 188). The fifth clutch 192 may engageand, alternatively, disengage the shaft 218 and a gear 228. The gear 228may be enmeshed with the gear 226.

The different transmission modes of the powertrain 106 will now bediscussed. Like the embodiments discussed above, the powertrain 106 mayhave at least one at least one split-path mode in which power from theengine 114 and one or more of the CVPs 116 a, 116 b are combined. Also,in some embodiments, the powertrain 106 may additionally have a directdrive mode and/or and at least one generally CVP-only mode (i.e., seriesmode).

In some embodiments, engaging the first clutch 184 and the second clutch186 may place the powertrain 106 in a first forward mode. Generally,this mode may be a CVP-only mode (i.e., series mode). In this mode,mechanical power from the engine 114 may flow via the shaft 130, thegear 132, the gear 138, and the shaft 140 to the first CVP 116 a. Thefirst CVP 116 a may convert this input mechanical power to electrical orhydraulic power and supply the converted power to the second CVP 116 b.Also, power from the engine 114 that flows via the shaft 130, the gear132, and the gear 134 to the shaft 136 is nominally prevented from beinginput into the variator 150. Moreover, mechanical power from the secondCVP 116 b may rotate the shaft 142 and the attached gear 144. This CVPpower may rotate the gear 148 for rotating the first sun gear 154. TheCVP power may also rotate the gear 146, which may transfer across thefirst clutch 184 to the shaft 198, to the gear 200, to the gear 170, tothe shaft 168, to the second planet gears and associated carrier 164, tothe first ring gear 158. In other words, in this mode, power from thesecond CVP 116 b may drivingly rotate two components of the variator 150(the first sun gear 154 and the first ring gear 158), and the power maybe summed and re-combined at the first planet gears and associatedcarrier 156. The re-combined power may transfer via the gear 176 and thegear 178 to the shaft 180. Power at the shaft 180 may be transferredacross the second clutch 186 to the gear 208, to the gear 210, along thecountershaft 212, to the gear 214, to the gear 216, and ultimately tothe output shaft 230. In some embodiments, the series mode may providethe output shaft 230 with relatively high torque at low angular speedoutput. Thus, this mode may be referred to as a creeper mode in someembodiments. Furthermore, as will become evident, the first clutch 184may be used only in this mode; therefore, the first clutch 184 may bereferred to as a “creeper clutch”. In other words, the second CVP 116 brotates the first sun gear 154 and the first ring gear 158, and the CVPpower recombines at the first planet gears and carrier 156 as a result.

In some embodiments, engaging the forward directional clutch 194 and thesecond clutch 186 may place the powertrain 106 in a first forwarddirectional mode. This mode may be a split-path mode in which thevariator 150 sums power from the second CVP 116 b and the engine 114 andoutputs the combined power to the output shaft 230. Specifically, powerfrom the second CVP 116 b is transmitted from the shaft 142, to the gear144, to the gear 148, to the shaft 174, to drive the first sun gear 154.Also, power from the engine 114 is transmitted to the shaft 130, to thegear 132, to the gear 134, to the shaft 136, to the gear 206, throughthe forward directional clutch 194, to the shaft 168, to the secondplanet gears and associated carrier 164 to the first ring gear 158.Combined power from the second CVP 116 b and the engine 114 is summed atthe first planet gears and the associated carrier 156 and is transmittedvia the gear 176 and the gear 178 to the shaft 180. Power at the shaft180 may be transferred across the second clutch 186 to the gear 208, tothe gear 210, along the countershaft 212, to the gear 214, to the gear216, and ultimately to the output shaft 230.

Additionally, in some embodiments, engaging the forward directionalclutch 194 and the third clutch 188 may place the powertrain 106 in asecond forward directional mode as a further split-path mode.Specifically, power from the second CVP 116 b may be transmitted fromthe shaft 142, to the gear 144, to the gear 148, to the shaft 174, todrive the second sun gear 162. Also, power from the engine 114 istransmitted to the shaft 130, to the gear 132, to the gear 134, to theshaft 136, to the gear 206, through the forward directional clutch 194,to the shaft 168, to the second planet gears and associated carrier 164.Combined power from the second CVP 116 b and the engine 114 may besummed at the second ring gear 166, and may be transmitted to the gear172, to the gear 220, through the third clutch 188, to the gear 222, tothe gear 210, to the countershaft 212, to the gear 214, to the gear 216,and ultimately to the output shaft 230.

In addition, in some embodiments, engaging the forward directionalclutch 194 and the fourth clutch 190 may place the powertrain 106 in athird forward directional mode as a further split-path mode.Specifically, power from the second CVP 116 b is transmitted from theshaft 142, to the gear 144, to the gear 148, to the shaft 174, to drivethe first sun gear 154. Also, power from the engine 114 is transmittedto the shaft 130, to the gear 132, to the gear 134, to the shaft 136, tothe gear 206, through the forward directional clutch 194, to the shaft168, to the second planet gears and associated carrier 164, to the firstring gear 158. Combined power from the second CVP 116 b and the engine114 is summed at the first planet gears and the associated carrier 156and is transmitted via the gear 176 and the gear 178 to the shaft 180.Power at the shaft 180 may be transferred across the fourth clutch 190to the gear 210, to the gear 226, along the countershaft 212, to thegear 214, to the gear 216, and ultimately to the output shaft 230.

Moreover, in some embodiments, engaging the forward directional clutch194 and the fifth clutch 192 may place the powertrain 106 in a fourthforward directional mode as a further split-path mode. Specifically,power from the second CVP 116 b may be transmitted from the shaft 142,to the gear 144, to the gear 148, to the shaft 174, to drive the secondsun gear 162. Also, power from the engine 114 is transmitted to theshaft 130, to the gear 132, to the gear 134, to the shaft 136, to thegear 206, through the forward directional clutch 194, to the shaft 168,to the second planet gears and associated carrier 164. Combined powerfrom the second CVP 116 b and the engine 114 may be summed at the secondring gear 166, and may be transmitted to the gear 172, to the gear 220,through the fifth clutch 192, to the gear 228, to the gear 226, to thecountershaft 212, to the gear 214, to the gear 216, and ultimately tothe output shaft 230.

The powertrain 106 may also have one or more reverse modes for drivingthe loader 100 in the opposite (reverse) direction from those modesdiscussed above. In some embodiments, the powertrain 106 may provide areverse series mode, which corresponds to the forward series modediscussed above in which the first clutch 184 and the second clutch 186may be engaged such that the second CVP 116 b drives the shaft 142 andthe other downstream components in the opposite direction from thatdescribed above to move the loader 100 in reverse.

Moreover, the powertrain 106 may have a plurality of split-path reversedirectional modes. In some embodiments, the powertrain 106 may providereverse directional modes that correspond to the forward directionalmodes discussed above; however, the reverse directional clutch 196 maybe engaged instead of the forward directional clutch 194 to achieve thereverse modes.

Accordingly, the powertrain 106 may provide a first reverse directionalmode by engaging the reverse directional clutch 196 and the secondclutch 186. As such, power from the second CVP 116 b may be transmittedfrom the shaft 142, to the gear 144, to the gear 148, to the shaft 174,to drive the first sun gear 154. Also, power from the engine 114 may betransmitted to the shaft 130, to the gear 132, to the gear 134, to theshaft 136, to the gear 206, to the idler gear 204, to the gear 202,through the reverse directional clutch 196, to the gear 200 to the gear170, to the shaft 168, to the second planet gears and associated carrier164 to the first ring gear 158. Combined power from the second CVP 116 band the engine 114 may be summed at the first planet gears and theassociated carrier 156 and may be transmitted via the gear 176 and thegear 178 to the shaft 180. Power at the shaft 180 may be transferredacross the second clutch 186 to the gear 208, to the gear 210, along thecountershaft 212, to the gear 214, to the gear 216, and ultimately tothe output shaft 230.

The powertrain 106 may also provide a second reverse directional mode byengaging the reverse directional clutch 196 and the third clutch 188. Assuch, power from the second CVP 116 b may be transmitted from the shaft142, to the gear 144, to the gear 148, to the shaft 174, to drive thesecond sun gear 162. Also, power from the engine 114 may be transmittedto the shaft 130, to the gear 132, to the gear 134, to the shaft 136, tothe gear 206, to the idler gear 204, to the gear 202, through thereverse directional clutch 196, to the gear 200, to the gear 170, to theshaft 168, to the second planet gears and associated carrier 164.Combined power from the second CVP 116 b and the engine 114 may besummed at the second ring gear 166, and may be transmitted to the gear172, to the gear 220, through the third clutch 188, to the gear 222, tothe gear 210, to the countershaft 212, to the gear 214, to the gear 216,and ultimately to the output shaft 230.

In addition, in some embodiments, engaging the reverse directionalclutch 196 and the fourth clutch 190 may place the powertrain 106 in athird reverse directional mode. Specifically, power from the second CVP116B may be transmitted from the shaft 142, to the gear 144, to the gear148, to the shaft 174, to drive the first sun gear 154. Also, power fromthe engine 114 may be transmitted to the shaft 130, to the gear 132, tothe gear 134, to the shaft 136, to the gear 206, to the idler gear 204,to the gear 202, through the reverse directional clutch 196, to the gear200, to the gear 170 to the shaft 168, to the second planet gears andassociated carrier 164, to the first ring gear 158. Combined power fromthe second CVP 116 b and the engine 114 may be summed at the firstplanet gears and the associated carrier 156 and may be transmitted viathe gear 176 and the gear 178 to the shaft 180. Power at the shaft 180may be transferred across the fourth clutch 190 to the gear 210, to thegear 226, along the countershaft 212, to the gear 214, to the gear 216,and ultimately to the output shaft 230.

Moreover, in some embodiments, engaging the reverse directional clutch196 and the fifth clutch 192 may place the powertrain 106 in a fourthreverse directional mode. Specifically, power from the second CVP 116 bmay be transmitted from the shaft 142, to the gear 144, to the gear 148,to the shaft 174, to drive the second sun gear 162. Also, power from theengine 114 may be transmitted to the shaft 130, to the gear 132, to thegear 134, to the shaft 136, to the gear 206, to the idler gear 204, tothe gear 202, through the reverse directional clutch 196, to the gear200, to the gear 170, to the shaft 168, to the second planet gears andassociated carrier 164. Combined power from the second CVP 116 b and theengine 114 may be summed at the second ring gear 166, and may betransmitted to the gear 172, to the gear 220, through the fifth clutch192, to the gear 228, to the gear 226, to the countershaft 212, to thegear 214, to the gear 216, and ultimately to the output shaft 230.

Furthermore, the powertrain 106 may provide one or more direct drivemodes, in which power from the engine 114 is transferred to the outputshaft 230 and power from the second CVP 116 b is prevented fromtransferring to the output shaft 230. Specifically, engaging the secondclutch 186, the third clutch 188, and the forward directional clutch 194may provide a first forward direct drive mode. As such, power from theengine 114 may transfer from the shaft 130, to the gear 132, to theshaft 136, to the gear 206, through the forward directional clutch 194,to the second planet gears and carrier 164, and to the first ring gear158. Moreover, with the second and third clutches 186, 188 engaged, thesecond ring gear 166 and the first planet gears and carrier 156 lock ina fixed ratio to the countershaft 212 and, thus, the output shaft 230.This effectively constrains the ratio of each side of the variator 150and locks the engine speed directly to the ground speed of the loader100 by a ratio determined by the tooth counts of the engaged gear train.In this scenario, the speed of the sun gears 154, 162 is fixed and thesun gears 154, 162 carry torque between the two sides of the variator150. Furthermore, the first CVP 116 a and the second CVP 116 b may beunpowered.

Similarly, engaging the fourth clutch 190, the fifth clutch 192, and theforward directional clutch 194 may provide a second forward direct drivemode. Furthermore, engaging the second clutch 186, the third clutch 188,and the reverse directional clutch 196 may provide a first reversedirect drive mode. Also, engaging the fourth clutch 190, the fifthclutch 192, and the reverse directional clutch 196 may provide a secondreverse direct drive mode.

As introduced above, the controller 104 is coupled to control variousaspects of the power control system 102, including the engine 114 andtransmission 118 to implement the dig preparation function. With respectto the transmission 118 of FIG. 2 and as discussed in greater detailbelow, the controller 104 may operate according to the dig preparationfunction to prefill the clutches 184, 184, 188, 190, 192, 194, 196 fordownshifting and set actuation thresholds for the directional clutches(particularly, the forward directional clutch 194) to enable slip withinthe transmission 118. The prefilling of the clutches 184, 184, 188, 190,192, 194, 196 may include advancing priming thresholds for the clutches184, 184, 188, 190, 192, 194, 196 to increase the responsiveness uponthe shift commands. One such mechanism for implementing this command isdescribed in U.S. Pat. No. 10,655,686, which is incorporated herein byreference. A more detailed description of the dig preparation functionis provided below with reference to FIG. 3.

Referring now also to FIG. 3, a dataflow diagram illustrates anembodiment of the power control system 102 implemented by the sensors110, controller 104, engine 114, and transmission 118 to execute the digpreparation function by identifying one or more conditions suitable forthe function and, upon identification, generate appropriate commands forimplementation. Generally, the controller 104 may be considered avehicle controller, a dedicated controller, or a combination of engineand/or transmission controllers. With respect to the power controlsystem 102 of FIG. 3, the controller 104 may be organized as one or morefunctional units or modules 240, 242 (e.g., software, hardware, orcombinations thereof). As can be appreciated, the modules 240, 242 shownin FIG. 3 may be combined and/or further partitioned to carry outsimilar functions to those described herein. As an example, each of themodules 240, 242 may be implemented with processing architecture such asa processor 244 and memory 246, as well as suitable communicationinterfaces. For example, the controller 104 may implement the modules240, 242 with the processor 244 based on programs or instructions storedin memory 246. In some examples, the consideration and implementation ofthe dig preparation function by the controller 104 are continuous, e.g.,constantly active. In other examples, the activation of the digpreparation function may be selective, e.g., enabled or disabled basedon input from the operator or other considerations. In any event, thedig preparation function may be enabled and implemented by the powercontrol system 102, as described below.

Generally, the controller 104, particularly a dig conditions module 240,may receive input data in a number of forms and/or from a number ofsources. In FIG. 3, the controller 104 is depicted as receiving inputdata from sensors 110, although such input data may also come in fromother systems or controllers, either internal or external to the loader100. Generally, the input data considered by the dig conditions module240 represents any data sufficient to evaluate the conditions that arepotentially indicative that the operator is preparing to engage in a digoperation, and thus, that the conditions are suitable for execution of adig preparation function.

As shown, the dig conditions module 240 receives input data from sensors110 associated with the kinematic or operational condition of the loader100. In particular, the dig conditions module 240 receives input datarepresenting the current direction (e.g., the actual propulsiondirection) and the commanded direction (e.g., the commanded propulsiondirection). Typically, the dig conditions module 240 considers a forwardcurrent direction and/or a forward commanded direction to be indicativethat the loader 100 may be preparing for a dig operation.

The dig conditions module 240 may further receive input data fromsensors 110 (or other data sources) associated with the load conditionof the loader 100. In particular, the dig conditions module 240 receivesinput data representing the current draft load being imposed upon theloader 100. Typically, the dig conditions module 240 considers a draftload determination of greater than a predetermined threshold (e.g., a“heavy draft load”) to be indicative that the operator may be preparingfor a dig operation. As noted above, the draft load corresponds to thelongitudinal forces that may develop through the powertrain 106, forexample, due to gravitational forces in the presence of a grade. Therelatively high draft load may indicate that the loader 100 is moving upa relatively high incline, which is not indicative of preparing to dig.The load threshold may be set or derived based on empirical data and/oroperator experience.

The dig conditions module 240 may further receive input data fromsensors 110 (or other data sources) associated with the vehicle speed ofthe loader 100. Typically, the dig conditions module 240 considers avehicle speed of less than a predetermined threshold (e.g., a relativelylow vehicle speed) to be indicative that the operator may be preparingfor a dig operation. In one example, the predetermined threshold may beapproximately 12 kph (kilometers per hour). The speed threshold may beset or derived based on empirical data and/or operator experience.

The dig conditions module 240 may further receive input data fromsensors 110 (or other data sources) associated with the boom 122 a ofthe loader 100. In particular, the dig conditions module 240 receivesinput data representing the boom position and/or status. Typically, thedig conditions module 240 considers a boom position of less than apredetermined threshold (e.g., a relatively low boom position) to beindicative that the operator may be preparing for a dig operation. Insome examples, the boom position may be considered in combination withthe status or current command for the boom 122 a. In particular, theboom position threshold for a boom 122 a that is being lowered may behigher than if the boom 122 a is static (or moving upwards). In otherwords, a boom 122 a that is being lowered may be more indicative of digpreparation than a static boom 122 a that already has a lower boomposition. In one example, the boom position threshold for a static boommay be approximately 20% and the boom position threshold for adownwardly moving boom may be approximately 40%. The boom positionthreshold may be set or derived based on empirical data and/or operatorexperience.

The dig conditions module 240 may further receive input data fromsensors 110 (or other data source) associated with the bucket 124 a ofthe loader 100. In particular, the dig conditions module 240 receivesinput data representing the bucket position. Typically, the digconditions module 240 considers a bucket position less than apredetermined threshold (e.g., a relatively low bucket position) to beindicative that the operator may be preparing for a dig operation. Inone example, the bucket position threshold may be approximately 80%. Thebucket position threshold may be set or derived based on empirical dataand/or operator experience.

In some examples, the dig conditions module 240 evaluates the varioustypes of input data in combination with one another in order to identifya dig preparation condition. In particular, the dig conditions module240 may consider two or more of various types of input data discussedabove to identify the dig preparation condition. In one example, the digpreparation module 242 may require the following parameter values and/orstatuses of input data to identify the dig preparation condition:[actual direction=forward] and [commanded direction=forward] and[external (or draft) load<a predetermined load threshold] and [groundspeed<a predetermined speed threshold] and [[if static or moving upward,boom position<a first predetermined boom position threshold] or [ifmoving downward, boom position<a second predetermined boom positionthreshold]] and [bucket position<a predetermined bucket threshold]. Anysingle or combination of parameters may be used to trigger or flag thedig preparation commands of the dig preparation function.

In some examples, the dig conditions module 240 may record or store theinput data for subsequent evaluation, particularly in view of latertasks of the loader 100. In particular, the dig conditions module 240may consider instances when the loader 100 engaged in a dig function andidentify the parameters or conditions prior to the loader 100, therebyproviding data that may be evaluated to determine those parameters orconditions indicative during the periods prior to digging. In otherwords, the dig preparation module 242 may use machine learning to moreappropriately identify the types or thresholds of input data thatsuggest a digging task is imminent.

Upon identifying a dig preparation condition, the dig conditions module240 generates a dig preparation command for the dig preparation module242. In response, the dig preparation module 242 generates commands forone or more systems and/or components of the loader 100, particularlythe engine 114 and the transmission 118. Generally, the commandsgenerated by the dig preparation module 242 enable the loader 100 to bemore prepared for digging, e.g., to enable a quicker or more appropriateresponse to the increased load of the digging task. In effect, suchcommands may be generated and/or executed prior to actually digging intothe material and/or prior to the associated increase in load.

The dig preparation module 242 may generate a number of commandsassociated with the engine 114, particularly to prepare the loader 100for the higher transient loads involved with the digging task. In oneexample, the dig preparation module 242 may generate engine emissionscommands, e.g., in order to modify the EGR (exhaust gas recirculation)thresholds or parameters to prepare for increased engine activities. Ina further example, the dig preparation module 242 may generate engineair and/or fuel commands, e.g., in order to modify the amount of airand/or the amount of fuel to the engine 114. Such increases in airand/or fuel may prepare the engine 114 and overall powertrain 106 forthe higher transient loads. Further, the dig preparation module 242 maygenerate increased (or at least a minimum) engine speed to prepare theengine 114 for higher transient loading, e.g., to ensure that the loader100 does not attempt to dig when the engine 114 is otherwise operatingat an idle speed that is insufficient for the increased load.

The dig preparation module 242 may generate a number of commandsassociated with the transmission 118, particularly to prepare the loader100 for the higher transient loads involved with the digging task. Inone example, the dig preparation module 242 may generate clutch primecommands. In one example, the clutch prime commands operate to advancethe clutch priming thresholds to prefill (or prepare to prefill) thedownshift clutches (e.g., clutches 184, 184, 188, 190, 192, 194, 196 ofFIG. 2). In effect, the clutch prime commands enable quickerdownshifting and an otherwise faster response to the anticipated clutchdownshifting that may be required during the digging operation. In afurther example, the dig preparation module 242 may generate clutchmodulation commands. In one example, the clutch modulation commandsprovide modified thresholds to allow a quicker clutch response duringthe dig operation, particularly by enabling the forward directionalclutch 194 to slip to minimize engine lugging from inertia loadingduring the digging operation. In effect, the modulation of the forwarddirectional clutch 194 facilitates slip with less than full engagement(e.g., less than 100% engagement). The amount of clutch modulation maybe predetermined or based on one or more input conditions.

Upon generation and execution of the dig preparation commands, thecontroller 104 may continue monitoring the input data and, if theparameters change such that the condition is no longer suitable for thedig preparation function, the controller 104 may generate commands toreturn to normal operation.

The power control system discussed herein may further be embodied as amethod for controlling a powertrain of a loader. In particular, themethod may include receive at least one operational parameter; evaluatethe at least one operation parameter to determine if the at least oneoperation parameter corresponds to a dig preparation condition; andgenerate, upon identifying the dig preparation condition, at least onedig preparation command for at least one of the transmission and theengine to prepare the powertrain for the dig operation prior to the atleast one implement engaging the material.

Accordingly, the present power control system may implement a digpreparation function during in anticipation of, but prior to, digginginto the material. Upon identification of the dig preparation condition,the powertrain implements a number of modifications within the engineand/or transmission that enhances loader performance during thesubsequent digging operation.

Also, the following examples are provided, which are numbered for easierreference.

1. A control system for a work vehicle having a powertrain and at leastone implement configured to engage with a material during a digoperation, the control system comprising: a power source including atleast one of an engine and a motor configured to generate power; atransmission including at least one directional clutch and a pluralityof control assembly clutches coupled together and configured forselective engagement to transfer the power from the engine and the motorto drive an output shaft of the powertrain of the work vehicle accordingto a plurality of modes; and a controller coupled to the power sourceand the transmission, the controller having a processor and memoryarchitecture configured to: receive at least one operational parameterof the work vehicle; evaluate the at least one operational parameter todetermine if the at least one operational parameter satisfies a digpreparation condition; and generate, upon satisfying the dig preparationcondition, at least one dig preparation command for at least one of thetransmission and the engine to prepare the powertrain for the digoperation prior to the at least one implement engaging the material.

2. The control system of example 1, wherein the controller is configuredto generate the at least one dig preparation command to modulate the atleast one directional clutch to enable slippage of the at least onedirectional clutch.

3. The control system of example 1, wherein the controller is configuredto generate the at least one dig preparation command to prefill at leastone of the plurality of control assembly clutches.

4. The control system of example 1, wherein the controller is configuredto generate the at least one dig preparation command to increase atleast one of air and fuel to the engine.

5. The control system of example 1, wherein the controller is configuredto generate the at least one dig preparation command to increase aminimum speed of the engine.

6. The control system of example 1, wherein the controller is configuredto: receive the at least one operational parameter as vehicle directioninput data; and evaluate the at least one operation parameter todetermine that the at least one operation parameter corresponds to thedig preparation condition only when the vehicle direction input dataindicates that the work vehicle is moving forward.

7. The control system of example 1, wherein the controller is configuredto: receive the at least one operational parameter as vehicle draft loadinput data; and evaluate the at least one operation parameter todetermine that the at least one operation parameter corresponds to thedig preparation condition only when the vehicle draft load input dataindicates that the work vehicle is subject to a draft load of less thana predetermined draft load threshold.

8. The control system of example 1, wherein the controller is configuredto: receive the at least one operational parameter as vehicle groundspeed input data; and evaluate the at least one operation parameter todetermine that the at least one operation parameter corresponds to thedig preparation condition only when the vehicle ground speed input dataindicates that the work vehicle is moving at a ground speed of less thana predetermined speed threshold.

9. The control system of example 1, wherein the controller is configuredto: receive the at least one operational parameter as boom positioninput data; and evaluate the at least one operation parameter todetermine that the at least one operation parameter corresponds to thedig preparation condition only when the boom position input dataindicates that a boom of the at least one implement is lower than apredetermined boom position threshold.

10. The control system of example 1, wherein the controller isconfigured to: receive the at least one operational parameter as bucketposition input data; and evaluate the at least one operation parameterto determine that the at least one operation parameter corresponds tothe dig preparation condition only when the bucket position input dataindicates that a bucket of the at least one implement is lower than apredetermined bucket position threshold.

11. A work vehicle configured to engage with a material during a digoperation, comprising: a chassis; a powertrain supported by the chassisand including: a power source including at least one of an engine and amotor configured to generate power; and a transmission including atleast one directional clutch and a plurality of control assemblyclutches coupled together and configured for selective engagement totransfer the power from the engine and the motor to drive an outputshaft of the powertrain of the work vehicle according to a plurality ofmodes; at least one implement supported by the chassis and configured toreceive the power from the power source to engage with the materialduring the dig operation; and a controller coupled to the power sourceand the transmission, the controller having a processor and memoryarchitecture configured to: receive at least one operational parameterof the work vehicle; evaluate the at least one operational parameter todetermine if the at least one operational parameter satisfies a digpreparation condition; and generate, upon satisfying the dig preparationcondition, at least one dig preparation command for at least one of thetransmission and the engine to prepare the powertrain for the digoperation prior to the at least one implement engaging the material.

12. The work vehicle of example 11, wherein the controller is configuredto generate the at least one dig preparation command to modulate the atleast one directional clutch to enable slippage of the at least onedirectional clutch.

13. The work vehicle of example 11, wherein the controller is configuredto generate the at least one dig preparation command to prefill at leastone of the plurality of control assembly clutches.

14. The work vehicle of example 11, wherein the controller is configuredto generate the at least one dig preparation command to increase atleast one of air and fuel to the engine.

15. The work vehicle of example 11, wherein the controller is configuredto generate the at least one dig preparation command to increase aminimum speed of the engine.

The terminology used herein is for the purpose of describing particularembodiments only and is not intended to be limiting of the disclosure.As used herein, the singular forms “a”, “an” and “the” are intended toinclude the plural forms as well, unless the context clearly indicatesotherwise. It will be further understood that the terms “comprises”and/or “comprising,” when used in this specification, specify thepresence of stated features, integers, steps, operations, elements,and/or components, but do not preclude the presence or addition of oneor more other features, integers, steps, operations, elements,components, and/or groups thereof.

For convenience of notation, “component” may be used herein,particularly in the context of a planetary gear set, to indicate anelement for transmission of power, such as a sun gear, a ring gear, or aplanet gear carrier. Further, references to a “continuously” variabletransmission, powertrain, or power source will be understood to alsoencompass, in various embodiments, configurations including an“infinitely” variable transmission, powertrain, or power source.

In the discussion herein, various example configurations of shafts,gears, and other power transmission elements are described. It will beunderstood that various alternative configurations may be possible,within the spirit of this disclosure. For example, variousconfigurations may utilize multiple shafts in place of a single shaft(or a single shaft in place of multiple shafts), may interpose one ormore idler gears between various shafts or gears for the transmission ofrotational power, and so on.

As will be appreciated by one skilled in the art, certain aspects of thedisclosed subject matter can be embodied as a method, system (e.g., awork machine control system included in a work machine), or computerprogram product. Accordingly, certain embodiments can be implementedentirely as hardware, entirely as software (including firmware, residentsoftware, micro-code, etc.) or as a combination of software and hardware(and other) aspects. Furthermore, certain embodiments can take the formof a computer program product on a computer-usable storage medium havingcomputer-usable program code embodied in the medium.

As will be appreciated by one skilled in the art, aspects of thedisclosed subject matter can be described in terms of methods, systems(e.g., control or display systems deployed onboard or otherwise utilizedin conjunction with work machines), and computer program products. Withrespect to computer program products, in particular, embodiments of thedisclosure may consist of or include tangible, non-transitory storagemedia storing computer-readable instructions or code for performing oneor more of the functions described throughout this document. As will bereadily apparent, such computer-readable storage media can be realizedutilizing any currently-known or later-developed memory type, includingvarious types of random access memory (RAM) and read-only memory (ROM).Further, embodiments of the present disclosure are open or “agnostic” tothe particular memory technology employed, noting that magnetic storagesolutions (hard disk drive), solid state storage solutions (flashmemory), optimal storage solutions, and other storage solutions can allpotentially contain computer-readable instructions for carrying-out thefunctions described herein. Similarly, the systems or devices describedherein may also contain memory storing computer-readable instructions(e.g., as any combination of firmware or other software executing on anoperating system) that, when executed by a processor or processingsystem, instruct the system or device to perform one or more functionsdescribed herein. When locally executed, such computer-readableinstructions or code may be copied or distributed to the memory of agiven computing system or device in various different manners, such asby transmission over a communications network including the Internet.Generally, then, embodiments of the present disclosure should not belimited to any particular set of hardware or memory structure, or to theparticular manner in which computer-readable instructions are stored,unless otherwise expressly specified herein.

A computer readable signal medium can include a propagated data signalwith computer readable program code embodied therein, for example, inbaseband or as part of a carrier wave. Such a propagated signal can takeany of a variety of forms, including, but not limited to,electro-magnetic, optical, or any suitable combination thereof. Acomputer readable signal medium can be non-transitory and can be anycomputer readable medium that is not a computer readable storage mediumand that can communicate, propagate, or transport a program for use byor in connection with an instruction execution system, apparatus, ordevice.

As used herein, unless otherwise limited or modified, lists withelements that are separated by conjunctive terms (e.g., “and”) and thatare also preceded by the phrase “one or more of” or “at least one of”indicate configurations or arrangements that potentially includeindividual elements of the list, or any combination thereof. Forexample, “at least one of A, B, and C” or “one or more of A, B, and C”indicates the possibilities of only A, only B, only C, or anycombination of two or more of A, B, and C (e.g., A and B; B and C; A andC; or A, B, and C).

As used herein, the term module refers to any hardware, software,firmware, electronic control component, processing logic, and/orprocessor device, individually or in any combination, including withoutlimitation: application specific integrated circuit (ASIC), anelectronic circuit, a processor (shared, dedicated, or group) and memorythat executes one or more software or firmware programs, a combinationallogic circuit, and/or other suitable components that provide thedescribed functionality. The term module may be synonymous with unit,component, subsystem, sub-controller, circuitry, routine, element,structure, control section, and the like.

Embodiments of the present disclosure may be described herein in termsof functional and/or logical block components and various processingsteps. It should be appreciated that such block components may berealized by any number of hardware, software, and/or firmware componentsconfigured to perform the specified functions. For example, anembodiment of the present disclosure may employ various integratedcircuit components, e.g., memory elements, digital signal processingelements, logic elements, look-up tables, or the like, which may carryout a variety of functions under the control of one or moremicroprocessors or other control devices. In addition, those skilled inthe art will appreciate that embodiments of the present disclosure maybe practiced in conjunction with any number of work vehicles.

For the sake of brevity, conventional techniques related to signalprocessing, data transmission, signaling, control, and other functionalaspects of the systems (and the individual operating components of thesystems) may not be described in detail herein. Furthermore, theconnecting lines shown in the various figures contained herein areintended to represent example functional relationships and/or physicalcouplings between the various elements. It should be noted that manyalternative or additional functional relationships or physicalconnections may be present in an embodiment of the present disclosure.

Aspects of certain embodiments are described herein can be describedwith reference to flowchart illustrations and/or block diagrams ofmethods, apparatus (systems) and computer program products according toembodiments of the invention. It will be understood that each block ofany such flowchart illustrations and/or block diagrams, and combinationsof blocks in such flowchart illustrations and/or block diagrams, can beimplemented by computer program instructions. These computer programinstructions can be provided to a processor of a general purposecomputer, special purpose computer, or other programmable dataprocessing apparatus to produce a machine, such that the instructions,which execute via the processor of the computer or other programmabledata processing apparatus, create means for implementing thefunctions/acts specified in the flowchart and/or block diagram block orblocks.

These computer program instructions can also be stored in acomputer-readable memory that can direct a computer or otherprogrammable data processing apparatus to function in a particularmanner, such that the instructions stored in the computer-readablememory produce an article of manufacture including instructions whichimplement the function/act specified in the flowchart and/or blockdiagram block or blocks.

The computer program instructions can also be loaded onto a computer orother programmable data processing apparatus to cause a series ofoperational steps to be performed on the computer or other programmableapparatus to produce a computer implemented process such that theinstructions which execute on the computer or other programmableapparatus provide steps for implementing the functions/acts specified inthe flowchart and/or block diagram block or blocks.

Any flowchart and block diagrams in the figures, or similar discussionabove, can illustrate the architecture, functionality, and operation ofpossible implementations of systems, methods and computer programproducts according to various embodiments of the present disclosure. Inthis regard, each block in the flowchart or block diagrams can representa module, segment, or portion of code, which comprises one or moreexecutable instructions for implementing the specified logicalfunction(s). It should also be noted that, in some alternativeimplementations, the functions noted in the block (or otherwisedescribed herein) can occur out of the order noted in the figures. Forexample, two blocks shown in succession (or two operations described insuccession) can, in fact, be executed substantially concurrently, or theblocks (or operations) can sometimes be executed in the reverse order,depending upon the functionality involved. It will also be noted thateach block of any block diagram and/or flowchart illustration, andcombinations of blocks in any block diagrams and/or flowchartillustrations, can be implemented by special purpose hardware-basedsystems that perform the specified functions or acts, or combinations ofspecial purpose hardware and computer instructions.

The description of the present disclosure has been presented forpurposes of illustration and description, but is not intended to beexhaustive or limited to the disclosure in the form disclosed. Manymodifications and variations will be apparent to those of ordinary skillin the art without departing from the scope and spirit of thedisclosure. Explicitly referenced embodiments herein were chosen anddescribed in order to best explain the principles of the disclosure andtheir practical application, and to enable others of ordinary skill inthe art to understand the disclosure and recognize many alternatives,modifications, and variations on the described examples. Accordingly,various embodiments and implementations other than those explicitlydescribed are within the scope of the following claims.

What is claimed is:
 1. A control system for a work vehicle having apowertrain and at least one implement configured to engage with amaterial during a dig operation, the control system comprising: a powersource including at least one of an engine and a motor configured togenerate power; a transmission including at least one directional clutchand a plurality of control assembly clutches coupled together andconfigured for selective engagement to transfer the power from theengine and the motor to drive an output shaft of the powertrain of thework vehicle according to a plurality of modes; and a controller coupledto the power source and the transmission, the controller having aprocessor and memory architecture configured to: receive at least oneoperational parameter of the work vehicle; evaluate the at least oneoperational parameter to determine if the at least one operationalparameter satisfies a dig preparation condition; and generate, uponsatisfying the dig preparation condition, at least one dig preparationcommand for at least one of the transmission and the engine to preparethe powertrain for the dig operation prior to the at least one implementengaging the material.
 2. The control system of claim 1, wherein thecontroller is configured to generate the at least one dig preparationcommand to modulate the at least one directional clutch to enableslippage of the at least one directional clutch.
 3. The control systemof claim 1, wherein the controller is configured to generate the atleast one dig preparation command to prefill at least one of theplurality of control assembly clutches.
 4. The control system of claim1, wherein the controller is configured to generate the at least one digpreparation command to increase at least one of air and fuel to theengine.
 5. The control system of claim 1, wherein the controller isconfigured to generate the at least one dig preparation command toincrease a minimum speed of the engine.
 6. The control system of claim1, wherein the controller is configured to: receive the at least oneoperational parameter as vehicle direction input data; and evaluate theat least one operation parameter to determine that the at least oneoperation parameter corresponds to the dig preparation condition onlywhen the vehicle direction input data indicates that the work vehicle ismoving forward.
 7. The control system of claim 1, wherein the controlleris configured to: receive the at least one operational parameter asvehicle draft load input data; and evaluate the at least one operationparameter to determine that the at least one operation parametercorresponds to the dig preparation condition only when the vehicle draftload input data indicates that the work vehicle is subject to a draftload of less than a predetermined draft load threshold.
 8. The controlsystem of claim 1, wherein the controller is configured to: receive theat least one operational parameter as vehicle ground speed input data;and evaluate the at least one operation parameter to determine that theat least one operation parameter corresponds to the dig preparationcondition only when the vehicle ground speed input data indicates thatthe work vehicle is moving at a ground speed of less than apredetermined speed threshold.
 9. The control system of claim 1, whereinthe controller is configured to: receive the at least one operationalparameter as boom position input data; and evaluate the at least oneoperation parameter to determine that the at least one operationparameter corresponds to the dig preparation condition only when theboom position input data indicates that a boom of the at least oneimplement is lower than a predetermined boom position threshold.
 10. Thecontrol system of claim 1, wherein the controller is configured to:receive the at least one operational parameter as bucket position inputdata; and evaluate the at least one operation parameter to determinethat the at least one operation parameter corresponds to the digpreparation condition only when the bucket position input data indicatesthat a bucket of the at least one implement is lower than apredetermined bucket position threshold.
 11. A work vehicle configuredto engage with a material during a dig operation, comprising: a chassis;a powertrain supported by the chassis and including: a power sourceincluding at least one of an engine and a motor configured to generatepower; and a transmission including at least one directional clutch anda plurality of control assembly clutches coupled together and configuredfor selective engagement to transfer the power from the engine and themotor to drive an output shaft of the powertrain of the work vehicleaccording to a plurality of modes; at least one implement supported bythe chassis and configured to receive the power from the power source toengage with the material during the dig operation; and a controllercoupled to the power source and the transmission, the controller havinga processor and memory architecture configured to: receive at least oneoperational parameter of the work vehicle; evaluate the at least oneoperational parameter to determine if the at least one operationalparameter satisfies a dig preparation condition; and generate, uponsatisfying the dig preparation condition, at least one dig preparationcommand for at least one of the transmission and the engine to preparethe powertrain for the dig operation prior to the at least one implementengaging the material.
 12. The work vehicle of claim 11, wherein thecontroller is configured to generate the at least one dig preparationcommand to modulate the at least one directional clutch to enableslippage of the at least one directional clutch.
 13. The work vehicle ofclaim 11, wherein the controller is configured to generate the at leastone dig preparation command to prefill at least one of the plurality ofcontrol assembly clutches.
 14. The work vehicle of claim 11, wherein thecontroller is configured to generate the at least one dig preparationcommand to increase at least one of air and fuel to the engine.
 15. Thework vehicle of claim 11, wherein the controller is configured togenerate the at least one dig preparation command to increase a minimumspeed of the engine.
 16. The work vehicle of claim 11, wherein thecontroller is configured to: receive the at least one operationalparameter as vehicle direction input data; and evaluate the at least oneoperation parameter to determine that the at least one operationparameter corresponds to the dig preparation condition only when thevehicle direction input data indicates that the work vehicle is movingforward.
 17. The work vehicle of claim 11, wherein the controller isconfigured to: receive the at least one operational parameter as vehicledraft load input data; and evaluate the at least one operation parameterto determine that the at least one operation parameter corresponds tothe dig preparation condition only when the vehicle draft load inputdata indicates that the work vehicle is subject to a draft load of lessthan a predetermined draft load threshold.
 18. The work vehicle of claim11, wherein the controller is configured to: receive the at least oneoperational parameter as vehicle ground speed input data; and evaluatethe at least one operation parameter to determine that the at least oneoperation parameter corresponds to the dig preparation condition onlywhen the vehicle ground speed input data indicates that the work vehicleis moving at a ground speed of less than a predetermined speedthreshold.
 19. The work vehicle of claim 11, wherein the controller isconfigured to: receive the at least one operational parameter as boomposition input data; and evaluate the at least one operation parameterto determine that the at least one operation parameter corresponds tothe dig preparation condition only when the boom position input dataindicates that a boom of the at least one implement is lower than apredetermined boom position threshold.
 20. The work vehicle of claim 11,wherein the controller is configured to: receive the at least oneoperational parameter as bucket position input data; and evaluate the atleast one operation parameter to determine that the at least oneoperation parameter corresponds to the dig preparation condition onlywhen the bucket position input data indicates that a bucket of the atleast one implement is lower than a predetermined bucket positionthreshold.